laffas



No. 606,672. Patented July 5, I898.

l. M. LAF'FAS.

SAFETY APPARATUS FOR RAILWAY LINES.

(Application filed Dec. 28, 1897.) (No Model.) 5 Sheets-Sheet L' No.606,672. Patented July 5, I898.

l. M. LAFFAS.

SAFETY APPARATUS FOR RAILWAY LINES.

(A lication filed Dec. 28. 1897.) ("0 Model.) 5 Sheets-Sheet 2..

No. 606,672. Patented July 5, I898. l. M. LAFFAS. I I SAFETY APPARATUSFOR RAILWAY LINES.

(Application filed Dec. 28, 1897.) (N0 Model.) 5 Sheets-8heet 3.

"m: "cams pzrsns c0: PNOTOLITPQOU WASNKNGTON. n. c.

No. 606,672. Patented July 5, I898. 1. M. LAFFAS. SAFETY APPARATUS FORRAILWAY LINES.

(Application filed Dec. 28. 1897.)

' 5 Sheets-Sheet 4.

iNo Model.)

Ya: Mama: PETERS cu, FHOTO-LITHLL, msumm'onpn. c,.

No. 606,672, Patented July 5, I898.

- L M. LAFFAS.

SAFETY APPARATUS FOR RAILWAY LINES,

(Application filed Dec. 28. 1897.) (No Model.) 5 Sheets-$heat 5.

U I STATE PATENT ()rrroia JEAN MARIE LAFFAS, or PARIS, FRANCE;

SAFETY APPARATUS FOR RAILWAY-LINES.

SPECIFICATION forming part of Letters Patent No. 606,672, dated July 5,1898.

Application fil d December 28, 1897- Serial No. 664,081. (No model.)Patentedin France October 2'7, 1891, No. 219,024, and September 12,1896, No. 256,654; in Belgium April 2, 1892, N0- 99,080; in Germ anyMay81, 1892,11'0. 67,119; ill-81min June 25, 1894,11'0. 15,990; in8witzerlaud July 23, 1 894,110. 8,944; in Luxemburg July 23, 1894,lie-2,075; in Tunis July 26, 1894, N0. 116; in Swede11 August1,'1894,lT0. 7,410 in Italy August 3, 1894, I XXII, 342; in Portugal August 8,1894,1To. 1,927; in Austria August 9, 1894,110. 44/ 5,429, and in NorwayAugust 13,1894,No. 3,909.

No. 8,944, dated July 23, 1894; in Austria, No,

44 5,429, dated August 9, 1894; in Portugal, No. 1,927, dated August 8,1894; in Norway, No. 3,909,'dated August 13,1894; in Tunis, No. 116,datedvJuly 26, 1894; in Luxemburg, No. 2,075, dated July 23, 1894, andin Sweden, No. 7,410, dated August 1, 1894 This invention has referenceto improvements made in apparatus designed to increase the safety intherunning of trains or vehicles on railway-lines of single or severaltracks.

It consists, first, in a stop-block arranged at a suitablepointin'thertrack and which maybe loweredor raised by means of a systern of transmission of movement either direct or combined with thetransmission of move ment to the signal and its pedal, or combined withthese systems of transmission and actuating counter-rail bars to behereinafter mentioned; secondly, in a hanging lever of novel shape andarrangement designed, after it has come into contact with the block, toeffect the escape of a certain quantity of air from the general conduitof the brakes and to cause these brakes to act on the wheels; thirdly,in the application and in, the combination among themselves and with theother working parts -viz the stop-block, signal with pedal, andcounter-rail bars when level.

crossings exist close to' the stations,points,

or stopping-places, or any obstacle may arrive,

or exist on the line, or there may be a turnbridge -of special boltswith keys, of which mention will be hereinafter made, controlling theopening and closing of the said barriers, whether they be sliding orswinging, at the same time that the manipulating-lever, by means ofwhich is actuated the transmission system of the ordinary signal, thestop-block,

or, more generally, of the stop-block and of the counter-rail bars whenthese parts are connected together by the same general transmis sionsystem operated by the manipulatinglever or by the automatic pedal ofthe signal. The entirety of the various means constituting the inventionconsists of the parts fixed on the track and of others which'are fixedto the rolling-stock.

On the track at'a point sufficiently in front of the station ,point, orstopping-place at about two hundred and fifty or three hundred meters isfixed the stop-block; also on the track,

but near the station, point, or stopping-place,

is also fixed the manipulating-lever. Again, on the track, but onlywhenthere exists near the station, poin t,'or stopping-place a levelcrossing or a turn-bridge, is arranged the system of safety-bolts withkeys, above mentioned, regulating and consolidating in a manner suitablyprearranged the opening and closing of the parts of the turn-bridge orthose of'the level-crossing barriers, whether these barriers be slidingor swinging, the manipulating-lever of the signal, of the block, and .ofthe bars in such manner that the section of track in advance by twohundred and fifty or three hundred meters of the level crossing isguarded from access by any train when the crossing-barriers are or maybe open or when one only of these barriers is or may be open;

On the locomotive or on one of the carriages of the train provided withbrakes generally actuated by compressed air a special'hanging lever isarranged and fixed in such man- .ner andat such a point that if access,to the track is forbidden by the-raising ofthe block the. lower end ofthis lever, provided with a roller made of an elastic material, meetsthe slope, also elastic and of special shape, of the said block, swingsabout its rotating axis, and

permits, by liberating a piston acting as a plug, an escape of air fromthe general brakeconduit, thus effecting a stoppage of the train by thegrip exerted by the brakes 011 the periphery of the wheels.

Figures 1 to 22 show of what my improvements consist. Fig. 1 is a sideelevation showing the stop-block raised. Fig. 2 is an end elevation, andFig. a plan, thereof. Fig. 4 is a vertical section through the axis ofthe movable oscillating hanging lever fixed to the locomotive or to acarriage of the train and arranged in such manner that when the train isrunning the lower part of this lever, provided with a roller of elasticmaterial, can strike the slope of the stopblock when this block israised. Fig. 5 is a side elevation thereof; Fig. 6, a plan, and Fig. 7 atransverse section through the line 5 6 of Fig. 1-. Fig. Sis atransverse vertical section through the line 1 2 of Fig. i) of a safetybarrierbolt with key free in its setting; and Fig, 9 is a plan thereof,showing from the side and also free a sliding barrier-bar of a levelcrossing. Fig. 10is avertical transverse section through the line 3 1 ofFig. 11 of the same bolt shown in Figs. 8 and 9, but engaged in thebarrier-bar and iixed in its seating by the block, which is sufficientlyrotated and has become engaged in the corresponding indentation in thebolt. Fig. 2 is a plan of a safety-bolt for controlling and operatingthe manipulating-lever of the signal and of the block and bolt, thesafety-bolt being provided with two indentations, each corresponding toa block and a key and necessitating, in order that both the two blocksmaybe manipulated, the use of the two keys of the bolts of the twobarriers of the crossing. Figs. 13 and 11 are the two keys in question,differing from each other in the shape of the key-bits or otherwise insuch manner that the key of one bolt cannot be used to manipulate theother bolt. Fig. 15 is a diagrammatic view in plan of a generalinstallation in a case when it is necessary to protect the platform K ofa stopping-place J, having a level crossing and a track following threedirections with respect to the stopping-place. Figs. 16, 17, and 18represent transmission-lines of the block, connected to the signal andto the general system of transmission, to which is also connected thetransmission movement to the pedal and to the counter-rails. Figs. 19,20, 21, an( 22 refer to the arrangement and operation of the pedal,which is connected to the signal in the usual manner.

Figs. 1, 2, and 3 show the novel arrangement of the stop-block A, thebody of which is now formed of a shaped piece of iron connecting the twotrunnion-pieces a, which trunnions rotate in the bearings Z) I). Aflexible plate l bent as shown in Fig. 1, is held by the two pin-bolts cc, passing through the ears of the trunnions (l a, the turned-back endsof the sloping surfaces r '7" of the plate B being simply hooked ontothe bolts (1 c. The slope thus formed is elastic and contributcs by thiselasticity to deaden the shock. A connecting-link (Z, acting on thecrank 8, serves either to put the stop-block out of ac tion by loweringit or to raise it again, according to the direction of the movementgiven to the transmission-rod (Z, which may be manipulated directly by alever when the block is manipulated directly or may be connected to thetransmission-rods, by means of which are actuated the ordinaryindicator-signals with automatic pedals and the counter-rail bars.

Figs. 4-, 5, (5, and 7 show the arrangement of the hanging lever C. Itwill be seen that this lever is very light, and to resist the shockwithout undergoing any change of shape it is constructed of two thinforged-steel plates riveted one to the other. It is provided at itslower part with a roller D, of rubber,which contributes to deaden thesudden shock against the block. The lever C in rising by rotationliberates the piston E, which under the influence of the pressure of theair contained in the general conduit F descends and opens a passage tothe compressed air, which escapes into the atmosphere through theorifiees made through the length of the regulating-screw G and producesin the general conduit F a depression from which results the clamping ofthe brakes.

Figs. 8, O, 10, and 11 refer, as alreadystated, to the belts, with keysserving to fix or to liberate each of the two gates of the level crossing. The bolts ll of each barrier are alike except in so :far asconcerns the key, which is arranged for each of these bolts in suchmanner that the key of the barrier of one bolt cannot be used for thebolt of the other barrier. The entirety of each bolt consists of adraw-latch f, a rotating blocking-plate {1, held at the basebyaspring-ring h, acting as a brake, and a key i. The latch f engages in acorresponding opening in a part I, belonging to one gate of a levelcrossing or to a part of a tnirn-bridge. In the case of a bolt with twoblockingplatcs and two keys cont-rolling the manipulating-lever thedraw-latch f has two indentations and can engage in an opening made inthe lever itself or in any point of the general system of transmission.In the position shown by Figs. 8 and 9, corresponding to an openbarrier, the latch of the bolt is free, but the key is imprisoned andcannot be withdrawn for use elsewhere. In the contrary case, as in Figs.10 and 11, the latch of the bolt is engaged in the bar of the barrier,which is then closed, and the key, being tree, can be disengaged to beused elsewhere. The two barriers being thus closed, the liberation ofthe 1nani mlating-lever may be proceeded with, which lever acts throughthe transmission system on the various parts mentioned and which ismanipulated in order to lower the block, act on the signal and on itspedal and also on the counter-rail bars, unless these are under thewheels of a train or a vehicle,

IIO

danger and the block signal.

in which case the said lever cannot be actuated nor the block nor any ofthe other work-.

dentations and two plates, and which, as has been mentioned, can only beliberated by the freedom and use of the two keys is Z, Figs. 12 to 14,of the barrier-bolts. The barriers of the level crossing being closedand themanipulating-lever beingfreed,this levercannot act on the blockto lower it if, as has been mentioned, a vehicle or a train is on thecounter-rail bars, which prevents these bars, which are always loweredand which have only to oscillate, from passing from one depressedposition to the otherthat is to say, from right to leftor vice versatoact on the block and on the signal and lower them. It is necrail bars,and for this it is necessary that the train or the Vehicle be started.The access of a train can then be permitted without is lowered and alsothe The pedal apparatus S, combined with the signal, Figs. 19, 20,21,and 22, is well known. The following is the manner of its operation inconjunctionwiththe signal, the block, and the counter-rail bars.

WVhen the pedal S, mounted on the end of the spindle 1, yields to theaction of the first wheel of the train, the counterweight-bar 2 liftsthe catch 3 above the notch made in the rib 7, in which it is engaged.Assoon as the catch 3, which forms part of the spindle 5, lever 6, andpin 8, which passes through the spindle 5, is raised, the lever 11,loose on the spindle 5, is liberated and is drawn by the counterweightof the signal through the wire 10, and the said signal is brought toindicate line closedjwhile by the same movement the stop-blockis raisedand the counter-rail bars are displaced. As soon as the train, afterhaving acted on the pedal and having stopped a moment, has startedagain, then by acting on the manipulating-lever the wire 12 is allowedto run, this being connected by a chain to the weight-lever 13 until thecatch 3 is. above the notch made in the center of the rib 7 of thelever-plate 11, and this rib, which had passed underneath and held thiscatch and the end of the weighted lever 12 raised, passes fromunderneath. Then the catch?) and the end of the weighted lever 12' J isthe shelter of the stopping-place, K the platform, from K to M theprincipal direction of the line, from K to M the direction 'of a branch,and from K to ,L the third direction.

scribed.

N is a siding, and O a levelcrossing, of which P P are. the two gates, Qbeing the signalbox. B is the ordinary signal placed two hundred andfifty to three hundred meters from the platform and connected by leversand links (see Figs. 16, 17, and 18) at the same time as to the ordinarypedal S, (see Figs. 19', 20, 21, and 22,) which automatically closesthesignals by the passing of the trains to the stop-blocks a. Eachgeneral transmission T T T, which acts on the signal and the block, isalso connected tothe gearing of each of the counter-rail bars U U U. Thetransmission,.when not actuated by the pedal of thesignal, is actuatedby the manipulating-lever X.

It will be seen that there should be and is a signal and a block withcounter-rail bars on each side of the platform and in front .essary,therefore, to also act on the counter thereof in each direction of theline.

j If a train comes on the line at L, following the direction of thearrowj, and if the road is free and the barriers P P closed, the block Awill then be depressed and the'signal R also, and it will indicate thatthe line is clear.

The train can thus pass on the line freely and with safety. As soon asthis has passed, however, the pedal, such as S,-rises automatically,

puts the signal into the position of .li'ne blocked, and raises theblock A. Then as long as the train remains standing in front of theplatform or near the platform ,thewheels of certainvehicles being on thecounter-rail bars, it is impossible to change the position of the twoworking parts, the one, theindicator R, and the other, the protector A,because the Wheels of the carriages prevent the counter-rail bars UU'from being displaced, and consequently they prevent any movement beingimparted by the manipulating-lever to A the general system oftransmission T. As

soon asthe train has started and has passed v the signal R and the blockA, so that the line maybe open and accessible to another train.

Having now particularly described and ascertained the nature of my saidinvention and in what manner the same is to be performed, I declare thatwhat I claim is-- 1. In a safety system for railways, an abutment orblock of elastic material pivoted to the track, a lever controllingvents inthe train-pipe of an air-brake system andsuspended from apassing train,and means whereby said block or abutment may. be operatedfrom a distance and raised into the path of' said suspendedlever ordepressed below the same as may 2. In a safety system for railways, anabutfrom a passing train and controlling vents in be desired,substantially as de- I ment or block of elastic material pivoted tothetrack, a shock absorbing lever suspended the train-pipe of anair-brake system, and means for turning said abutment or block into orout of the path of said lever, substantially as described.

3. In a safety railway system an abutment or block pivoted to the trackand capable of being raised into position to set the air-brake of apassing train, a sign al-operating lever attached to the track in thepath of the wheels of a passing train, and connections between saidsignal-lever and the brake-operating block or abutment, whereby thesafety-brake block will be raised and the danger-signal set, eachautomatically by the passage of a train, substantially as described.

4. In a safety railway system, an abutment or block pivoted to the trackand capable of being raised into position to set the air-brakes of apassing train, a signal-operating lever attached to the track in thepath of the wheels of a passing train, connections between saidsignal-lever and the brake-operating block or abutment, whereby thesafety-brake block will be raised and the danger-signal set, eachautomatically, by a passing train, and looking means therefor under thecontrol of the passin train while in the protected area, sub stantiallyas described.

' 5. In asafety railway system, ablock 011 the track capable ofadjustment to operate the air-b *akes of a passing train, a signalsystem in proximity to the track and operated by a passing train to setthe signal to danger, connections between the brake operating block andthe signal system, whereby the operation of the latter by a passingtrain throws the brake-operating block into position to set the brakesof a succeeding train, a restoringlever, and connections between thesame and the signal system and brake-setting block, whereby each may berestored to its normal or clear-track position, a gate protecting acrossing of the track, a lock for said gate, a lock for therestoring-lever, a single key for both locks, said key being irremovablyengaged in the gate-lock except when the gate is closed, and its lockthrown, whereby the restoring-lever can only be unlocked and thrown torestore the signal system and the brake-operating block to normal orclear-track position when the gate is closed and locked, substantiallyas described.

In testimony whereof I have signed this specification in the presence oftwo subscribing witnesses.

JEAN MARIE LAFFAS.

\Vitnesscs:

EDWARD P. MACLEAN, Enwam) BEUoUIoT.

